Spring-motor



2 Sheets-Sheet l.

G. `JIFBNCKE- SPRING MOTOR.

(No Model.)

Patented Mar.6,1883.

INVENTOR WITNESSES:

(No Model.)

2 Sheets-Sheet 2.

G. JIENOKE.

SPRING MOTOR.

Patente' Mar. 6, 1883.

(il, vll/lill! 'INVENTOR n ness. mulmwnr, wnnmgm. 0.65

NtTED STATES ATENT erica. d

GEORGE JIENCKE, OF PEILADELPHIA, PENNSYLVANIA, ASSIGNOR TO THE AMERICANSPRING CAR MOTOR COMPANY, OF CAMDEN, NEW JERSEY.

SPRING- SPECIFICATION forming part -of Letters Patent No. 273,365,`datedMarch 6, 1883.

Application tiled January 10, 1883. (No model.) l

To all whom it may-concern Be it known that I, GEORGE JIENGKE. a subjectof the Emperor ot' Germany, at present a resident of the city ofPhiladelphia, State ot' Pennsylvania, have invented a new and usefulImprovement iii Spriiig-Motors for Street-Cars, of which the followingis a full, clear, and exact description', reference being had tothe'aniiexed drawings, making part hereof.

My invention relates to spring-motors, designed most particularly toydrive street-railway cars, though iny"device may be applied to otherpurposes where power is required.

` power is exerted is proportioned to the nnni` It consists of a seriesol powerful coiled dat springs arranged Within a succession of hollowdrums, the alternate springs heilig coiled in'dift'erent directionsaround separate hollow shafts. These hollow shafts are set upon abeating or support consisting of a rod or rods. The springs are woundupwby stationary engines placed at the termini of the road, and theyexpend the force stored up in them through the gearing of the wheels inpropelling the` car, controlled b va regulatingbrake operated bythedriver of the car. The whole device may be divided into six parts, viz:tirst, the car-trucks, the axles, and wheels; second, the springs, theirconnection onewwith another, and the. gearing transmitting the power toone of the axles ot' the car; third, the startinggear, to he used whenan additional amount of power is required in starting or running upgrades and around curves; fourth, the brake and speed-adjuster forstopping the car and, by regulating the supply ot' power, controllingthe speed thereof; tit'th, the reversing-gear for reversing thedirection in which the car is traveling, and for stopping; sixth, thewinding-gear. Although I naine these divisions, I do not claim eachseparate division as my invention. I

The object of my iriveiition'is to so combine the separate springs ot'aseries of coiled springs with each other that the amount of power beinggiven out hy the whole series is equal only to the power which nill bederived from one ot the springs, yet. the time during which the ber ofsprings composing the series,- to wit:

It' it will take one of the coiled springs four 5o minutes to expend itspower or to uncoil, and the series consists ol twenty coiled springs,then it will take twenty times four minutes for, 'the whole series toexpend its power, or eighty minutes. Theoretically, all the springsacting together give out so little power at a time as to be equivalentonly to one-spring power, yet they all cease andthe power of the wholeseries will he expended at about thesametinieviz., in eighty minutes ot'actual employment; 6o but the object and nature ot' tlieinvention willbe more fully hereinafter set forth. Endeavors have been made toaccomplish the saine objects before by dilerent mechanism; but Iconsider the hereinafter-described device to be the best calculated toeitect the purpose..

In the drawings, in Sheet l, Figure l is a plan view ot' the workingparts ot' my device with the body ot the cal? omitted; Fig. 2, an endview of the starting-gear and speed-ad- 7o justing gear; Fig. 3, adetached view ot' the brake. In Sheet 2, Fig. 4 is a longitudinalvertical sectional view of mydevice on the line X X ot' Fig. l; Fig. 5,a detached side View ot' i the starting-gear and the gear fortransmitting power to the running-gear or wheels ot' the car; Fig. 6, anenlarged detached longi tudinal sectional view ot' one of Amyspringcylinders, showing the inner contained coiled springs, not woundup, however; Fig?, a sec- 8o tional view of the saine on the line YV Y"Iof Fig. 6,' showing the spi-ing wound in one direction; Fig. 8, asimilar view on theline Z Z of Fig. 6, showing the spring wound in thecon'- trary direction to that ot Fig. i; Fig. 9, Sheet 2, a detachedview ot'the screw-threaded brakerod, with a part of a car-dasher; Fig.10, Sheet 1, a detached view of the levers directly connected with thebrake-handfor tightening and loosening the same upon the brake-drum. 9oIn Sheet 1, Fig. l, A is the frame beneath the hody of a car, to whichmy vapparatus is attached. B B'. are Ythe axles; B B", the wheels ot'the car; C C, a longitudinal central par oi' shat't, sustaining andpassing through 95 the loose hollow-shaft sections C C C" CIV OV CVI OVHCVHI. V The section Cvm of the hollow shalt is fast- `upou the end ofrod C. D

D' D" D"' DIV DV DVI are the hollow cylinders or drums containing thespiral springs.

While I have represented the cylinders D D"' asbeingseparated, they,infact, constitute but one cylinder, being rigidly joined together by aneck-piece, and are separated only to span the axle B. Each of thesedrums contains two spiral springs, which l have nurnbered from 1 to 14.(See Fig. 4, Sheet 2.) The section of hollow shafts C', passing throughthe centers of the beveled cog-wheels E E', enters half-way into thedrum D, the hollowshaft section C" is half within the drum D and halfwithin the drum D', and thus with all the successive hollow-shaftsections. They each project half-way into one drinn and half-way intothe neighboring drum, excepting the shaft-section CVI, which terminatesthe series, and which projects only into one drum, DVU. These drums turnfreely upon these sections of hollow shafting, excepting in so far asthey are restrained by the inner contained coiled springs, each of thesesprings being secured at its outer end to the inner face of the drum,and at its inner end to the loose hollow shaft.. (See Figs. 7 and 8,Sheet 2.) Spring 1, as will bc seen in Fig. 7, is wound around itshollow shaft C' from right to left, while the spring 2, in the same drumD, is wound around its hollow shaft C" from left to right. It will benoticed that all these springs-take spring 1, foreXample-are very wide,or formed of broad bands of steel, as it will be very costly andtroublesome to make these large springs, and the loss and troubleresulting from the brgakingol'any one ofthem would be great. Icontemplate using a number of narrower coiled springs-say two, three, ormore-in place of each broad spring 12, Ste., each one of said two orthree narrowersprings to be attached to the hollow shaft and drum inprecisely the same manner as the broad spring which they represent, orwhose place they take. Thus, if one spring breaks, there will be someremaining ones ofits series to perform its functions.

Itwill be advisable in using narrow-band springs to provide loose roundplates or disks of nearly as great diameter as the inner diameter ofthedrum, which may be slipped upon the hollow shaft between each twosprings to prevent the springs from upsetting and inter'- fering onewith another. 1 do Ilot show this device; but it will be understood byany one skilled in the art from the above descriptionA E E' are twobeveled cogs, (see Fig. 4,) rigidly connected at their axes by asleeve,which envelops and turns with the hollow-shaft section U. Thisenveloping-sleeve may be pierced with a square or polygonal hole, andthat part 0f the shaft G may be made correspondingly poly gonally shapedto lit in the said sleeve, which l will call E", and thus turn thelatter with il or theopening in sleeve E may be furnished with a grooveto receive a feather situated upon shaft C. This sleeve, with its twocogs, is capable of a slight movement backward and forward upon theshaft. This m0- tion is imparted to it by the lever F, which is pivotedat F by a cross-rod, F", (see Fig. 2,) which rod passes through thesleeve F', (see Fig. 2,) the downwardly-projecting rods G G, (see Figs.2and 4,)serving toimpartsaid movement by means ofa clutch and collar,said collar sitting loosely in agroove around the sleeve E". (Seen insection in Fig. 4 and infront view in Fig. 2. A short lever-arm, G'",rigidly attached to the sleeve F', (see Fig. 2.) projects downward fromthe sleeve F', and is jointed at its end to the rod GIV, (see Fig. 1,)which rod passes longitudinally 'to the rear end of the frame A, whereit is hinged at GV to a similar short lever-arm, which arm in its turnis pivoted to an upwardlyprojecting lever similar to lever F. Thislast-mentioned lever I have shown in dotted lines at GVI in Fig. 4, asit does not properly forni a part of the sectional view there shown. GVIbackward and forward the'wheels E E' are moved upon the shaft C',through the intermediary ofthe rod G1V,in the same manner a-s when theyare shifted by the lever F.

H is a beveled cog-wheel, mounted rigidly upon a shaft, H', which issupported from the end of the main frame A. (See Fig. 1.) The beveledcog-wheel H is adapted to gear with the bevel of either cog-wheel E orE'. Loosely upon the same shaft H' is mounted the chaingear wheel I. Thesmall cog-wheel J is also mounted loosely upon the same shaft H'. Ashort sleeve-coupling, J', slides to and lro on the shaft H', and isturned by the said shaft H' by means of a feather. Slight projectionsupon each end of this coupling fit into corre.- sponding depressions inthe hubs of the loose wheels 1 J, as this coupling always turns with theshaft; the shifting ofthe coupling against thehubofwheelIisaccolnplishedin themanner shown in Figs. 1 and 2, so thatthe projection on the coupling lits into the recess of this wheel, andcompels this wheel to turn with this couplingand its shaft. and thewheelJis revolved by shalt H' when the coupling J' is shifted away tromthe hub of wheel I, so that its other projection engages in the recessin the hub of wheel J. This shifting is effected by the npright pivotedlever J", the lower end of which is secured to the coupling J' by aloose ring or collar litting in a recess around the coupling.

K is a cog-wheel which engages with the cog J, and is mounted rigidlyupon its shaft K', which is supported from the main frame A. (See Fig.1.) Mounted rigidly upon the same shalt K' is the small chain-gear wheelK". An endless chain, L, passes over the chaingear wheel L', whichlatter' is inonuted rigidly upon the axle B of the car. The revolutionof the wheel L' through the chain Lwillturn the wheel 1 and vice versa.

M is a chain-gear wheel or pinion, also set rigidly upon axle B, and anendless chain, M',

(see Figs. l and 5,) passes over and around By movingthe lever IOO IOS

IIO

both the chain-gear wheels I and M, so that-I the outer end of the shaftH', and a retainingthe revolution ofthe wheel I, by means of the chainM', will turn the wheel M, and consequently the axle B and wheels B"B'".

The next part of my device is the brake and speed-adjuster.

N, Fig. 9, Sheet l, represents a broken section ot' the top cross-bar ofa car-dasher.

N'isthe brake-spindle, secured to the dasher somewhat in the usual way,adapted to be turned freely, but secure against vertical mtion by meansof collars or shoulders O O, or other convenient device.

O' is a hand-wheel to turn thebrake-spindle N'. The spindle N' isscrew-threaded for a considerable part ot' its length from its lowerextremity, which screw-threaded part engagesinafemalescrew-threadedcollar,0".` Twolnks or connecting-arms, P P',inthe form ofa yoke, are secured above to the collar O" by means ot' studsor screws. These connecting-arms pass down each side of a brake-drum, Q,(see Figs. 2 and 3,) where they are loosely jointed or hinged, each toone ot' two arms, R R,vof a bell-crank lever, R It. The upright arms l'(see Figs. 3 and 10) are all rigidly attached to a cross-bar, It", whichcross-bar is suspended from the front part of the frameA by two lugs orbearings, S S', (see Fig.1,) in which its ends are set and turn freely.As the arms It and R' are rigidly connected to the bar R", the raisingofthe ends ot' the arm R R by the upward movement of the links P-P' willtend to throw the upper part of arm R' downward, the arms R and R'acting as a bell-crank, which have called them.

A steel band, T, passes closely around the brake-drum Q, one end ot'this` band being attached to the bar I whence it passes down and closelyaround the drum Q, and its other end is fastened securely to the upperendot'R'. The drum Q is lnounted rigidly upon a shaft, U, which is hungfrom the cross'bar, which forms the front of the main frame A. Upon oneend of shaft U is rigidly set a beveled cog, U', similar to the beveledcogvH, and directly opposite thereto. This cog U' enga-ges with thebeveled cogs E and E', respectively, at the same time and in the samemanner as the beveled cog H has been described to do. 4

It will be plainly seen that the throwing down of the upper end of armR' will tighten the steel band T, and thus check or regulate therevolution ofthe latter.

V is a brakechain, attached at one end to the upper part of the arm It',while the other end, passing underithe length of the car, is secured toand wound upon the foot of an ordinary brake spindle, V', in the mannerin common use upon street-cars. It will be plainly seen that any tensionplaced upon this chain Vfrom the brake-spindle V' will tendto draw theupper end ofR' in a direction toward the brake-spindle V', and thustighten the band 'l upon the drum Q. Y

A small ratchet-wheel, W, is rigidly set upon 1 rection.

pawl, W', is hinged to the side of the main frame A, and engages withthe teeth of this ratchet to restrain its backward movement. (See Fig.1.)

Y, Fig. 1, is a sti round rod or bar, similar set at one end into thepivotal point of' lever J", (see Fig. 2,) while at its other end, Y', itis attached to an ordinary vibrating lever, the lateral movement of theupper end of which will partially turn or revolvethe rod Y, whereby thelever J" will be so actuated as to shift the coupling J' from the hub ofone of the wheels l or J to 'thatA of the other, in the manner describedabove as being accomplished by the operation of lever J".

V", Fig. 5, shows a broken view of a cogwheel, which, being set besidethe car-track, gears into cog-wheel V'" when the car is run to aposition over it. Oog-wheel V'" is rigid upon shaft H', and thiscog-wheel V" is then turned by power from an engine to wind up thesprings of the motor.

I have thus set forth the detailed construction ot' my device, and willnow describe its operation and the relation of the various parts to eachother.

First, as tothe storage ot'powerin the springs at either terminus of theroad. The windingup is accomplished by mean-s of a stationary engine. Acog-wheel, V", connected with the engine, engages with the cog-wheelV'".(See Figs. l and 5.) The coupling J', having been shifted into itscenter position, so that it is engaged with neither of the wheels l orJ, will allow the shaft H' and the bevel-cog H to turn treely. Thatcog-wheel E or E by the revolution of which the first spring, 1, Fig. 4,will be wound up from the center is shifted by the lever F against thebeveled cog-wheel H. The cog wheel V'", turned by the cog-wheel V",which connects with the engine, then revolves shaft H', beveledcog-wheel H, and, I will say, beveled cog-wheel E. (SeeFig. l.) Therevolution' of cog-wheel E (see Fig. 4, Sheet 2) will turn the looseshaft-section C'. This will wind up spring l from the center, the saidspring being attached to said shaft-section at its center. As thetension. of spring 1 increases, there will he a tendency to turn thedrum D in the same direction; as spring l is being wound, the drum willturn in that di- Now, as spring 2 is coiled in a direction opposite tothat ot' spring 1, the revolution ot' the drum D will draw the outer endof spring 2 around with it, and so begin the coiling and tightening ofspring 2 from the outer end ofthe spring.' As sprng2 becomes more tense,it will in its revolution begin to turn the loose shaft-section U" inthe same drection in which itis traveling. This will begin to wind upspring 3 from the center there- 'to the rod GW. This rod Y, however, isrigidly IlO IIS

giu winding up spring 4 from the outer end of spring 4. Spring 4 in turncommutiicates motion to shaft-section 0"', which will wind up spring 5t'rotn the center. This will in its turn have the eii'ect ot' carryingaround drums Dll I)"', which are rigidly connected and practicallyconstitute one drum, and thus the spring 6 will be wound tip from itsouter end, and thus the action is sustained throughout the whole seriesof shafts, springs, and drums until the shaft (lvm is reached, which isstationary, and simply permits its spring to be wound tightly upon it.said winding beginning at the outer end ofthe spring 14.

If, in the course ot' winding the springs, some of the first oftheseries become tightly wound up before the winding ot' the other ones iscompleted, it is no detriment to the carrying ou ot the operation, forthe loose shaft-sections being free to turn upon the binding-rod C,which passes though them, the shafts and drums will continue to turnuntil the last spring, 14, is wound tightly tip. When this result isaccomplished the brake-band T is tightened upon the brake-drum Q, andthe retaining-patri W', whose office, by means of the. ratchet W, was toprevent any backward action or turning ot shaft K, is released from thesaid ratchet and thrown back. The tightening of the brakeband T isaccomplished by turning the handwheel O', Fig. 9, which turns thespindle N' and draws up the screw-threaded collar O". Arms or links P P'raise the arms 1t it and throw down the Lipper end ot' arm lt'. Thistightens the band T upon the drutn Q, and checks the revolution ot' thelatter and ot' its shalt U. The beveled cog U' upon shalt U engages withthat large beveled cog-wheel E or E', through the intermediaryI ot'which the springs are wound up from the small beveled cog H. Anyrevolution of said laige beveled cog-wheel E or E is completely checkedby the holding of beveled cog U' by the brake-drinn Q. 'lhecog-wheelfrom the engine is then disconnected from the cog-wheel K, and the eatis ready for use. The action ofthe unwinding of the springs or theexpenditure ot' the power thus stored in them is simply the reverse otthat by which they were wound up, the time of the accomplishment oftheir complete unwinding being regulated and controlled, however, by thetension or degree of friction of the brake-band T upon the brake-drum Q.

When it is desired to start the car the pressure of the brake-band uponthe drum Q is eased or partially relieved by so turning the hand-wheelO', as to force down the collar 0" -and arms P 1", thus throwing up theend ot' arm 1t'. By means of the lever F that beveled heel E or E isshitted against the beveled wheels H and U, which will so turnthe-bcveled wheel H and its shaft H that, through the intermediary otAthe cog-wheels J K, chainwheel K", chain L, and chain-wheel L' upon theaxle B, the car, when it is started, will proceed in the directiondesired. When the pressure of the band '1 is released from brake-drinn Qthe power of the springs is exerted to start the car. Al'ter the car isstarted its speed is regulated by the increased ordiininished press- '7oure ot' band T upon drum Q, which, by regulating thespeed oftherevolut-ion ot' the drum, will regulate the speed at which the largebeveled cogl is allowed to turn in its contact with the small beveledoog U'. This will regulate the 75 speed at which eog H is revolved, andcolisequently the speed at which the car will travel. By means ot' thelever J" the coupling J' will now be shifted into contact with the hubof the wheel I. The revolution of the shat't H', as 8o ir. turns saidcouplerJ', will thus impart mo- Y tion to the wheel I and drive the car,through the intermediary ot' the endless chain M' and chain-wheel M,which latter is rigidly set upon the axle B ofthe car. Atany time whenit is desired to check the motion ot' the car or stop it, the resultcati be accomplished by increasing the pressureot' band'i` uponbrake-drumQ.

It' it is desired to reverse the motion ofthe car, the lever F is usedto throw that beveled 9o cog E or E', previously out ot' gear, intocontact with the beveled cog H, which action throws the other beveledcog, E or E', which was previously in gear with said cog H, out of geartherewith.

1n running down steep grades it will sometimes be an advantage toreverse the gearing, as above described, so that the weight andniomentnm ot' the car may have a tendency to wind the springs up again,thus storing or saving oo the power otherwise lost in braking. This mayalso b e accomplished, in some degree, by so reversing the gearing whenit is desired to stop the car. The momentum ofthe car will tend to windup the springs.

it will lie-apparent that the carcan be operated from eitherend.Supposing the operator to be at that end ot' the car at whieh thebrakespindle V', Fig. 1, is situated, he can control the brake-band T bytightening or loosening Ito the tension upon the chain V by winding ornnwinding the chain V upon the brake-spindle V'in the manner abovedescribed. He can also reverse the motion of the car by means of thelever GVI. Fig'. 4, acting through its plv- :t5 oted point GV upon therod GIV, (see Fig. 1,) upon the short lever-arm G", (see Fig. 2,) toreverse the gearing E E', in the manner described. Said operative can,in the manner described above, turn the rod or bar Y from the point Y'.whereby he can throw the coupling J' into gear with either the hub ot'wheel J or the hub ot' wherl l, in the manner and for the purposeshereinabove set forth.

While l have shown only tourteen -springs in my series, it is veryevident that the lininber can be increased proportionately to the lengthof the car. l have shown my series of springs arranged in one line fromone end of the car to the other; but it will be apparent to any skilled`meehanic that a number ot' slipporting-rods C may be arrangedtransversely masas. s

ofthe length of the car, upon which rods canl low-shaft sections and attheir outer ends to be mounted the hollow shafting C' C" 0"', &c., andthe drums D D', dto., with the inclosed springs, and as the springs arewoniid up from one end motion can be communicated from the hollowshafting from one bar C to that upon the next bar U by means ofcog,chain, or belt gearing.

I would also mention that. instead of arranging my springs .as showir inFigs. l and 4, I can double the number of springs by arranging them intwo parallel longitudinal lines. Suppose, for instance, that anotherlongitudinal series of springs were arranged parallel to those shown inFigs. 1 and 4. In such case the hollow shaft Clim, Fig. 4, would bearranged to turn loosely upon its rod C, and upon its outer end acog-wheel or other gearing would be fixed to communicate motiouto thefirst opposite hollow shat't ot the other parallel series, which latterparallel series ot' hollow shafts would terminate at that end ot' thecar opposite to that at which (JVm is now shown to terminate, and in thesame manner that the shaft CII is constructed and arranged, as shown inthe illustration, Figs. 1 and 4. The power which I propose that each ot'm-y springs-say spring l-will possess-shall be equal to that derivedfrom a Vtightly-coiled steel spring about fifty feet long, twelve inchesbroad, and one-quarter of an inch thick, and this whether the wholewidth of springgbe made up of several narrow springs, as above set;forth, or of one bami ot' the width of twelve inches. A spring of suchdimensions is capable of driving an ordinary street-car, and I proposeby means of my brake to so control the expenditure ot' the torce storedup in my whole series'ot' springs that the force exerted at. one time isequal only to that of one spring, so that when the force ot' the wholeseries of springs is expended the time consumed in so doing will beequal .to that consumed in the expenditure. of theforce of one springmultiplied by the number of springs composing the series. The cogwheelK, being larger than the cog-wheel J, will, when turned, impart a rapidiiioton to the cog-wheel J and will rapitlly wind up -the springs. Now,in ruiming the car, it will be importa-nt, for the salte of speed, todrive the car from the springs by means of a large wheel, I, driving asmall one, M, situated upon the axle B. Therefore when the car isstarted the coupling J' is shifted against the hub of wheel Lasdescribed.

As will be seen, therods Y and GIV ot chain V enable an operativestationed at that end of the car most. distant from the gearing-to shiitthe coupling G', toreverse the gearing, and t0 regulate the speed or tostop the car.

1. In a spiing-mott-r, the combination of a series of hollowdrums, D D'D", alternately differentially coiled springs l 2 in each drum,hollow-shaft sections C' C" 0"', said springs the interior of said drumseach of said hollow-shaft sections projecting lialllwayinto one of saiddrums, all mounted upon a central supportiiig-bar, U, with suitablemechanism tor turning the first of said series of hollow-shaft sections.said drntns turning freely upon said hollow-shaft sections, and thelatter turning freely yupon said supporting-bar C, all combined andoperatingsubstantially as sett'orth.

2. Ina spring-motor, the combination ofthe drums D D', &c., springs 1 23, duc., shattsec't-ions C C" 0"', &c., central supportingsha-ft,0,'cogs E, E', and H, chain-wheels I and M, the latter being locatedupon the axle of the car to drive the saine, and the endless chain M',substantially as described.

soi

3. In a spring-motonthe combination, with f the driving mechanism E E'H, actuated by suitable springs, as described, of the cogwheels J K,mounted uponsuitable shafts. H' K', respectively,chaiii-wheel K" uponshaft K', chain-wheel L', mounted upon the axle B of the car, andendless chain L, all arranged, substantially as described, to start thecar, after the springs have been wound up, by power applied tothe wheelK, substantially as set forth.

4. In aspring-motor, thc combination, with the driving mechanism E -E H,actuated by suitable springs, as described, of chain-wheels I M,`mounted as described, with theirchain M', chain-wheels K" L', mountedas described, with their, endless chain L, and cogwheels J K, as shown,the cog-Wheel J beingmounted loosely upon the saine shaft as chain-wheelI, and adapted to be thrown into or out of gear by the intermediatecoupling, J', actuated by .the lever J", substantially as and for thepurposes described.. l

5. In a spring-motor, the combination, with the driving cog-wheelmechanism E E' H, actuated by suitable springs, said cog-wheels E E'being rigidly jointed together and mounted loosely upon their shaft C,but turning therewith by means ot' a feather or spline, ot' the shittingmechanism F F' G G. adapted to shift one or other ot said wheels E E'into gear with the bevel cogwheel H, substantially as and for thepurposes described.

6. In aspring-motor, the combination of the driving mechanism E E' H,actuated bv suitable springs, ,as described, the cog U', joining withthe vsaid driving mechanism and mounted upona suitable shaft. U, uponwhich latter is rigidly set the friction-brake drumQ, which is regulatedinits revolution by the pressure ot' the enveloping band T, and asuitable mechanism, N 0 O" P P' It R', to tighten and loosen the saidband 'I up'on the brake -druin Q, substantially as described.

7. In a spring-inotor, the combination, with the chain-wheel I, cog J,and shifting coupling J', situated at one end of a car, of the rod Y,secured rigidly to the shifting-lever J", as described, passing underthe length of the car being attached at their inner ends to said holiand secured to its other end, a lever, Y', where- IOO IOS

IIO

by the coupling J' can be shifted by means of a rod, Y, from that endofthe car opposite to which it is situated, whereby 'the coupling J canbe shifted by an operative from either end of the car, substantially asdescribed.

8. In a spring-motor for cars, the combination, with the drivingmechanism E E H, actuated by suitable springs, of reversing mech-i,anism F F G, furnished with a suitable lever, G', to the end ot' whichis attached astii'I" rod, GW, extending from the lever G" to the otherend ot the car, where it is furnished with alever-arm, GVI, by means ofwhich the rod is moved backward and forward, thus actuating the leverG'" and reversing the gearing in the same manner as is done by the leverF, whereby the motion of the car can be reversed by an operativestationed ateither end thereof', substantially as and for the. purposedescribed 9. In combination with a spring lcar-motor, the brake andspeed-adjusting mechanism consisting ofthe brake-drum Q, apressure-band,

' T, situated at one end ofthe car, and the chain V,

passing from the end of the hand T under the length of the car to theother end thereof', where it is wound upon the brake-spindle V', wherebythe speed of the car can be regulated, or can be stopped or started fromeither end ofthe car, substantially as described.

l0. A mechanism for winding up the springs n

